Ventilation unit

ABSTRACT

A ventilation unit for a motor vehicle passenger compartment has an air feeding channel and an outflow area. The outflow area includes a first and second component that can be placed in different positions relative to each other. Various closing surfaces of the first and second components are variously positionable in relation to each other to produce air flows of differing angle into the passenger compartment.

BACKGROUND OF THE INVENTION

The present invention relates to a ventilation means/ventilation unit.

It is already known to provide the interiors of motor vehicles withfresh air by way of ventilation channels which are to be opened andclosed at the will of the user. Known systems e.g. have pivotinglamellae which are supplied by an air supply channel and e.g. may beclosed by way of a rotary flap in the air supply channel. It is alsopossible to achieve the direction of the air flow by way of pivoting thelamellae.

This known system basically functions in a satisfactory manner.Disadvantages however result on account of the large space requirement,as well as under certain circumstances on account of the complicateddesign of the closure or pivot mechanisms. A further disadvantage liesin the fact that a direct flow onto the vehicle occupants by way of thedirected air flow is often perceived as being uncomfortable.

It is therefore the object of the present invention to provide aventilation means which may be manufactured in a space-saving manner,which is simple with regard to design, and furthermore provides thepossibility of air flow directions which are comfortable for the vehicleoccupants.

SUMMARY OF THE INVENTION

The object is achieved by a ventilation unit in particular for motorvehicle interiors with an air supply channel as well as a flow exitregion for ventilating the interior. In the flow exit region, a firstand a second component are provided which may be brought into variousconditions of displacement relative to one another. In the variousdisplacement conditions in each case, different closure areas of thefirst and of the second component may be applied onto one another forrealizing air flows into the interior at different flow angles.

Thus different displacement conditions may be easily set for settingpredefined flow exit angles. The first and second components which forthis are movable relative to one another may be kept very simple withregard to design and despite this offer a multitude of possibilities forventilating the vehicle. Thus it is simply possible to provide aventilation/air conditioning of the interior with a directed air flow(the production of diffuse air flows will be dealt with at a laterpoint). Furthermore it is also possible to achieve a de-icing(“defrosting”) of the windscreen with a directed air flow. A furtheradvantage lies in the fact that with this simple design embodiment, theflow exit opening may be created over the whole width of the instrumentpanel (dashboard) and thus of the vehicle interior. Furthermore, in theregion which may be reached by the arms of the vehicle occupants onerequires a smaller surface (area) for the supply of fresh air, so thatthe surfaces which become vacant may be used for other purposes (e.g.navigation systems etc.)

Concluding, the invention thus offers the advantages that it isspace-saving and inexpensive, permits a simple assembly and disassembly,that it may be manufactured in a modular construction manner and mayrender possible improved operational ergonomics as well as an improved“thermal comfort” in the interior of the vehicle.

One advantageous development envisages the first and/or second componenthaving a grid shape. With this its becomes easily possible to realiseseveral flow exit channels arranged parallel to one another on a largerlength, which e.g. may be easily accommodated in the corner regionbetween the instrument panel (dashboard) and the windscreen.

At the same time the webs of the grids may have different shapes,advantageous are prismatic shapes which over the length of theventilation channel (e.g. along the complete upper side of theinstrument panel (dashboard)) have a roughly equal cross section. Withthis, it is particularly simple with regard to design to realisetriangular or parallelogram-shaped cross sections of the webs.

A further advantageous development envisages e.g. the first componentbeing stationary and the second component being movable with respect tothis. Of course a reverse arrangement is also possible. Basically thereare various possibilities of moving the first as well as the secondcomponent relative to one another. Relative pivot movements or alsotranslatory displacements in one or two (possible but not necessarilyorthogonal) directions are considered here. It is merely important herethat the associated closure surfaces of the first and second componentscome into contact with one another in order thus to impinge the airflows with a stationary flow exit angle.

Basically at the same time the relative movement of the first and of thesecond component may be realised in the most varied of manners (seeexamples in the description). Here, manual as well as electro-motoricadjustment possibilities are given

One particularly advantageous embodiment envisages two displacementconditions being settable between the first and second component,wherein in the first displacement condition the air flow is directedmore greatly towards the centre of the vehicle interior (normal interiorclimatisation for occupants) and in the second displacement condition anair flow is directed towards the windscreen (“defrost”) for de-icing thewindscreen.

A particularly advantageous development envisages the possibility of yeta further displacement condition with which none of the closure surfaceslie on one another. In this case no defined flow exit angle is set sincethe components in an “intermediate position” or “middle position” liebetween the two different displacement conditions in each case withrigidly defined flow exit angles. The advantage of this position is thata “diffuse” air flow may be easily produced which entails no direct flowonto the occupants and thus is subjectively perceived as beingcomfortable by the occupants.

Another development envisages a further displacement condition beingable to be set, with which the closure surfaces (i.e. side surfaces ofcomplementary triangles or parallelograms in the cross sectional shapesof the webs of the first as well as second component) all lie on oneanother. A closure of the flow exit region becomes possible by way ofthis in order therefore in a simple manner to permit the completeclosure of the ventilation means as well as the setting of differentflow exit angles as well as a diffuse flow exit with only two componentswhich are mutually displaceable. The closure, with which all closuresurfaces lie on one another, is effected preferably by way of adisplacement of the second component in a height direction perpendicularto the flow exit plane. By way of lateral displacement of the first andsecond component in the flow exit plane in each case different closuresurfaces are brought into contact with one another so that with this onemay determine a ventilation direction. By way of a height displacement aregulation of the completely open condition to closure takes place.

As an alternative to this, a further development envisages a thirdcomponent (e.g. grid-like) being provided which is movable for theclosure of the flow exit region, independently of the movement conditionof the first and/or the second component. Here it is the case more orless of a displaceable cover flap which is arranged above or below thefirst and the second component and thus permits the closure of theventilation means.

Various materials are possible for the selection of materials for theventilation means. Here, it lends itself to provide the first and secondcomponent as a fixed integral component of the instrument panel(dashboard) so that already during the manufacturing process one maycreate a suitable grid or web structure. This e.g. is possible fromusual plastics (polypropylene etc). Of course it is also possible givenparticularly great demands on the temperature and stability resistanceto provide metal die-cast parts, e.g. aluminum die-cast parts.

A further advantageous development envisages the first and/or the secondcomponent being designed as an essentially plane grid, and at least twodisplacement conditions with which in each case different closuresurfaces of the first and second component lie on one another, arearranged in one plane. The displacement conditions which ventilate atdifferent flow directions (for example windscreen or vehicle interior)thus lie at the same height level. The components thus are more or lessarranged in a “meshing” or “alternating” manner, and not over oneanother. By way of a height displacement of the first or secondcomponent which is to be additionally provided, the air flow is yetfurther set with regard to its intensity (up to a complete closure).

A further advantageous further development envisages the first and thesecond component being designed in an essentially prismatic mannerand/or longitudinally grid-like manner, and webs of the first and secondcomponent being arranged in an alternating manner to one another. Ofcourse it is also possible to provide only a single web which forexample belongs to the second component and which is movable between twowebs of the first component. Advantageously however there are severalwebs since from this one may obtain a particularly large-area flow. Inany case however, for example the second component with respect to thefirst component is to be laterally (i.e. in a plane) movable forcreating different flow directions, and is to be arranged displaceablein height for the closure of the flow.

Further advantageous embodiments envisage mechanisms for the relativemovement of the first and of the second component to one another. Theseenvisage the second component being fastened to a carrier, wherein thecarrier is guided such that the second component with respect to thefirst component is displaceable laterally or in height. Severalembodiments are possible with regard to this.

In a first embodiment the carrier is guided via e.g. a spring-supporteddouble joint. By way of collapsing the double joint (preferably twowhich are connected to one another via a web), infinite closureconditions (flow of windscreen, flow of interior as well as a closurelying between this, see in particular FIGS. 4 a and 4 b) may beachieved.

A second embodiment envisages the carrier being movably connected toelements connected to the first component via movable friction pairings,preferably cogs (see FIGS. 5-9). For this, a first friction pairingensures a connection of the carrier to a drive, for example a steppermotor. A second friction pairing ensures the connection of the carrierto the first component or to the elements connected to the firstcomponent. At the same time it may be advantageous further to theguiding of the friction pairings to provide an additional guide rail ofthe carrier relating to the first component.

This embodiment has the great advantage that practically any movementguiding of the second component with respect to the first component ispossible. At the same time it is particularly advantageous for this forthe carrier to be guided such that it executes an epicycloid movement,wherein in one displacement condition only first closure surfaces of thefirst and second component lie on one another, in a second displacementcondition only second closure surfaces of the first and the secondcomponent lie on one another and in a movement condition lyingtherebetween first and second closure surfaces simultaneously lie on oneanother. For this e.g. in a first movement condition one may create aflow onto the windscreen, in the second movement condition into theinterior, and a closure may take place in the movement condition lyingbetween these. The epicycloid movement of the carrier at the same timeon the one hand ensures a lateral displacement and a height adjustmentand on the other hand an approach of the closure surfaces to one anotherwith a relative friction which is as small as possible so that theclosure surfaces are not worn by way of friction and thus becomeunsightly or become less airtight.

Further advantageous developments of the present invention are specifiedin the remaining claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1 a and 1 b two displacement conditions of a ventilation meansaccording to the invention,

FIG. 2 a a ventilation means according to the invention in an“intermediate position” for producing diffuse air flow,

FIG. 2 b the ventilation means according to the invention in the closedcondition,

FIG. 3 a further variant of a ventilation means according to theinvention,

FIGS. 4 a and 4 b movement conditions of a first embodiment form of amovement mechanism for the webs lying on one another,

FIGS. 5-9 details of a second embodiment form of a movement mechanismfor webs lying on one another.

DESCRIPTION OF PREFERRED EMBODIMENTS

FIG. 1 a shows a ventilation means 1 according to the invention. This isaccommodated within a motor vehicle interior 2 which is limited to thefront by a windscreen 10. The ventilation means comprises an air supplychannel 3 which is connected to an air conditioning installation orlikewise, which is not shown here. The air supply channel 3 may beconnected to the interior of the motor vehicle via a flow exit region 4.A first component 5 which is rigidly connected to the instrument panel(dashboard) is shown in cross section in the flow exit region 4. Thiscomponent comprises webs 5.1 which run in the vertical axis to the planeof the sheet and which have an essentially parallelogram-like crosssection over the complete length of the web. The parallelograms at thesame time are directed downwards with their smaller cover surface sothat lateral inclinations arise which on the left side run from the topleft to the bottom right, and on the right side from the top right tothe bottom left. Here it is the case of “closure surfaces” according tothe invention, for contacting with a second component 6.

This second component 6 is likewise designed in a grid-like manner, i.e.it consists of several parallel webs lying next to one another. Thesewebs may have different cross sectional shapes. A web shape with aparallelogram-like cross section 6.1 is possible, alternatively webs 6.2which are triangular in cross section are also possible. It is essentialthat the webs 6.1 and 6.2 are formed complimentarily to the webs 5.1 ofthe first component 5. The parallelogram-like webs 6.1 for this have thesmaller cover surface on the upper side and the larger cover surface onthe lower side so that the lateral surfaces (which serve as “closuresurfaces”) run on the left side from the top right to the bottom leftand on the right side of the parallelogram cross section from the topleft to the bottom right. A corresponding course is also the case withthe web 6.2.

In the embodiment shown in FIG. 1 a in each case the right side surfaceof the webs 6.1 and 6.2 border the webs 5.1. Thus the respectivecomplementary side surfaces 5 a and 6 a contact one another. This leadsto the fact that in each case a passage of air is not possible in thisregion. However a gap for the exit of air flows 8 into the interior 2 isformed along the left side surface of the webs 6.1 and 6.2. These airflows have a predefined angle which arises due to the fact that theexiting air is guided along the left side surfaces of the webs 6.1 and6.2 as well as the right side surfaces of the webs 5.1 of the firstcomponent 5. Thus a flow 8 results which is directed essentially intothe vehicle interior, towards the vehicle occupants.

FIG. 1 b shows a further displacement condition of the first component 5to the second component 6 (for simplification, here a uniform triangularcross section of the webs 6.2 is shown).

In the middle plane 12, the webs 6.2 have a lesser width than thedistance between the individual webs 5.1. By way of this the conditionresults in which given a translatory displacement of the webs 6.2 in theplane 12, the gap between the webs 5.1 is in each case greater than thewidths of the webs 6.2 in the plane 12. Thus due to this, a gap alwaysremains as long as the webs 5.1 and 6.2 are located at the heightarrangement to one another shown in FIG. 1 b and 1 a respectively (i.e.that both have their middle level in the plane 12). This was formed bythe side surfaces in FIG. 1 a such that air flows 8 arose. In FIG. 1 bthen, the closures surfaces are the surfaces 5 b (i.e. the right sidesurfaces of the webs 5.1) and 6 b (i.e. the left side surfaces of thewebs 6.2) These therefore are the surfaces which in FIG. 1 a served forleading in air flow 8.

In FIG. 1 b the conditions are thus reversed. The closure surfaces shownin FIG. 1 a now serve for conducting an air flow 9, whilst the sidesurfaces serving to conduct the air flow 8 in FIG. 1 a only serve asclosure surfaces. Thus here, (analogously to FIG. 1 a) there results anair flow 9 which is directed in the direction of the windscreen 10 andthus may serve for “de-icing”/“defrosting” the windscreen 10.

Basically there are many possibilities of displacing the webs 6.2 (or6.1) with respect to the webs 5.1, i.e. of moving the first componentrelative to the second component. It is possible e.g. to rigidly connectthe first component to the interior trim/panelling of the vehicle and toarranged the second component 6 in a manner which is pivotable to thisor in a manner which is displaceable in the plane 12. It is furtherpossible to displace or to pivot the two components also in their heightlevel with respect to the plane 12 in order in this manner to reducedthe gap space for passing air flows.

FIG. 2 a shows a further position of the ventilation means according tothe invention. Here, the webs 6.1 (this time designed in the manner of aparallelogram) are arranged in the middle position between the webs 5.1.A gap space for leading through air results by way of this on the sidesurfaces of the webs 6.1 on both sides. The gap space is significantlymore restricted than according to FIGS. 1 a and 1 b and air flows whichin each case flow on both sides around a web 6.1 impinge one anotherabove the web 6.1 so that here a swirling occurs and a “diffuse” airflow occurs which is neither directed directly onto the windscreen noris directed directly into the vehicle interior. Here, on account of thisthere results the advantage that no subjective “direct flow” may beperceived by the vehicle occupants and despite this the desired aircirculation in the interior of the vehicle is rendered possible.

In FIGS. 1 a and 2 a up to now it was the displacements of parts of thesecond component (6.1 and 6.2) which were shown. With all embodimentshowever additional movement possibilities are given, such as by way of arelative height displacement (perpendicular to the plane 12) of thesecond component with respect to the first component.

FIG. 2 b shows a further displacement condition of the ventilation meansshown in FIG. 2 a . With this, the webs 6.1 (thus the second component6) are displaced in height with respect to the first component or thefirst webs 5.1, thus achieve a larger height level with respect to theplane 12. The gap space between the complementary webs are closed by wayof this, so that air may no longer get through the flow exit region 4from the air supply channel into the vehicle interior.

Finally FIG. 3 in a further embodiment shows a ventilation meansaccording to the invention. Here in each case there are providedtriangular webs 6.2 with a relative small cross sectional surface. Athird component 11 which lies on the webs 5.1 of the second component 5may be closed in a translatory manner in the direction 13 in order thusto completely close the gap between the webs 5.1 and thus (analogouslyto the effect with regard to FIG. 2 b) to prevent the passage of airthrough the flow exit region 4.

The drawings which have been shown until now are to represent theprinciple of these figures. All of the objects shown here may consist ofany materials, e.g. plastics such as polypropylene or metals such asdie-cast aluminium.

FIGS. 4 a and 4 b show a design formation of one ventilation means whichhas already been schematically shown in FIGS. 2 a and 2 b. Here it isessential that the webs 6.1 are adjustable in height to the webs 5.1 byway of a spring-lever mechanism (spring 21) and thus an opening or aclosure of the flow exit region is possible. At the same time the webs6.1 of the second component are connected via a carrier in the form ofdouble joints, wherein the double joints in turn are connected to oneanother via a web.

With regard to this, the middle position shown in FIG. 4 a shows theclosed condition in which a spring retains the stable middle position.

The opened condition is shown in FIG. 4 b with which a flow in thedirection of the windscreen is shown. Alternatively by way of tiltingthe webs 6.1 in the plane 12 in the opposite direction a directed flowof the interior is possible.

One preferred embodiment of the invention is now explained in the FIGS.5 to 9. Here a movement of the second component with its webs accordingto FIGS. 1 a-2 b is shown.

FIG. 5 schematically shows the movement mechanism which is to beexplained. Here, the ventilation exits, formed of a first and secondcomponent 5, 6 on the upper side are shown according to FIGS. 1 a-2 b.Here there are provided a stationary first component 5 as well as asecond component 6 which is movable to this. Fastened to the first fixedcomponent 5 on the side which is distant to the vehicle interior, atoothed rim whose teeth point downwards is provided twice. Furthermore,two guides 15 for a carrier 14 are provided on this component.

The carrier 14 furthermore shows cogs 17 which mesh with the toothedrims 16. The bearing arbors of these cogs 17 run in the rail-like guides15. Suspension pins 18 are eccentrically attached to the cogs 17 and areconnected to the second component (thus the webs 6.1 and 6.2). Withregard to this it is to be specified that the webs 6.1 and 6.2 areconnected to one another by way of suitable transverse supports so thatit in theory it is sufficient to only provide a single suspension pin18.

Proceeding from the suspension pin 18 there is further illustrated akinematics curve (movement contour) of the mechanism shown here for thedrive of the second component. Here it is the case of a “hill-like”curve with curved “hill flanks”. In the position shown in FIG. 5 theleft surfaces of the webs 6.1 lie on the right surfaces of the webs 5.1(analogously to FIG. 1 b). At the tip of the hill a closure of theventilation system takes place (analogously to FIG. 2 b). A movementcondition corresponding to FIG. 1 a is shown at the right lower end ofthe right hill flank.

The carrier 14 on its lower side comprises a further toothed rim 19which is meshingly connected to a drive cog 20 of a drive. The drive cog20 is driven by an actuating drive, e.g. a stepper motor which controlsthe movement conditions and thus the ventilation conditions, inaccordance with instructions of the climatisation automisation system orthe vehicle passenger.

FIG. 6 once again shows a movement condition according to FIG. 1 b indetail. Here the webs 5.1 with their left side surfaces are arranged onthe right side surfaces of the first webs 5.1 The second webs 6.1 arerigidly connected to one another via a transverse rib which is not shownhere. By way of this a flow exit direction 9 in the direction of thewindscreen 10 is made possible.

As already described above, a suspension pin 18 is connected to the webs6.1 of the second component. The movement of this pin is shownschematically in FIG. 6 a by way of three circles (indicated at “a”,“b”, and “c”). In the position shown in FIG. 6 the movement pin is inposition “a”which would thus correspond to FIG. 1 b. The position “c”corresponds essentially to FIG. 2 b and the position “b” essentially tothe position in FIG. 1 a. With regard to this, the supplementaryexplanations with regard to FIG. 5 are also pointed out.

For further emphasis, again an enlarged representation of the epicycloidmovement curve between the movement conditions “a”, “b” and “c” is shownin FIG. 6 a.

FIG. 7 once again shows the condition of FIG. 6, however in a differentscale so that the total picture including the windscreen 10 can be seenhere.

FIG. 8 shows the condition corresponding to FIG. 2 b or the movementcondition in “b” in which the first and the second component close oneanother.

Finally, the movement condition corresponding to FIG. 1 a is shown inFIG. 9.

Thus a ventilation means is shown here with which the first and thesecond component are designed in a longitudinal grid-like manner andwebs of the first and second component are arranged in an alternatingmanner to one another. At the same time the second component 6 withrespect to the first component 5 is arranged laterally displaceable (inplane 10) for producing different flow directions 8, 9, and for theclosure of the flow, (perpendicular to this) is arranged displaceable inheight.

That which is essential for the movement mechanism shown here is thatthe second component 6 is fastened on a carrier 14, wherein the carrieris guided such that the second component is displaceable laterallyand/or in height with respect to the first component. With regard tothis, in the embodiment according to FIGS. 5-9, the carrier 14 is movedby way of movable friction pairings, preferably cogs (of course e.g.rubber surfaces rolling along and on one another, etc. are alsopossible). For this, first and second friction pairings are provided,and at least one guide rail is provided for guiding the carrier. At thesame time the carrier is preferably guided such that an epicycloidmovement is given, wherein only first closure surfaces of the first andof the second component lie on one another (according to condition inFIG. 1 b) in a first movement condition “a”. In a second displacementcondition only second closure surfaces of the first and of the secondcomponent lie on one another (“b”, see also FIG. 1 a), and in a movementcondition lying therebetween (“c”) only first and second movementsurfaces so that a complete closure is given.

The advantages of the drive shown here with the arcuate movement curveslies in the fact that this rolling movement produces very littlefriction and may be produced in an exact manner also with very smallstepper motors. Furthermore a lifting of the webs/prisms is achieved ina particularly gentle manner by which means scratches on sensitivesurfaces are avoided.

1. A ventilation unit for ventilating the interior of a motor vehicle,the ventilation unit having an inner supply channel and a flow exitcontrol apparatus, the flow exit control apparatus comprising: a firstcomponent having an upper surface defining a flow exit plane, and asecond component, which can be brought into different displacementconditions relative to the first component, each of the first and secondcomponents having closure surfaces, the second component being laterallydisplaceable with respect to the first component parallel to the flowexit plane to direct air at various exit angles, the second componentbeing vertically displaceable with respect to the first component andthe flow exit plane so that separated confronting closure surfaces onthe first and second components can all lie on one another to permitcomplete closure of the flow exit control apparatus to inhibit the exitof air from the ventilation unit by eliminating any air flow between thefirst and second component, wherein the flow exit control apparatus ofthe unit is connected to a motor vehicle windscreen, and lateraldisplacement of the second component to a first position directs an airflow toward the windscreen and lateral displacement of the secondcomponent to a second position directs an air flow toward a centralinterior of the motor vehicle.
 2. The ventilation unit of claim 1wherein at least one of the first and second components comprises agrid.
 3. The ventilation unit of claim 2 wherein the second componentcan be displaced to at least two different positions wherein the closuresurfaces of the second component are aligned as a planar grid withdifferent closure surfaces of the first component.
 4. The ventilationunit of claim 1 wherein at least one of the first and second componentscomprises a prismatically shaped web.
 5. The ventilation unit of claim 1wherein the second component is additionally displaceable to a positionwherein none of the closure surface contact one another.
 6. Theventilation unit of claim 1 wherein the second component is additionallydisplaceable to a position wherein all of the closure surface contactone another.
 7. The ventilation unit of claim 1 wherein the closuresurfaces of the first and second components are interspaced so that eachsecond component closure surface is separated from any adjacent secondcomponent closure surface by at least one first component closuresurface.
 8. The ventilation unit of claim 1 further comprising a carrierto which the second component is fastened, the carrier being guided topermit lateral or vertical displacement of the second component withrespect to the first component.
 9. The ventilation unit of claim 1wherein the closure surfaces of the first and second components areconstantly situated at a fixed angular relationship with respect to eachother and the flow exit plane.
 10. The ventilation unit of claim 8further comprising a spring-supported double joint for guiding thecarrier.
 11. The ventilation unit of claim 8 further comprising africtional pairing connecting the first component to the carrier so thatthe carrier is movable with respect to the first component, and a drivemechanism for adjustment of the friction pairing.
 12. The ventilationunit of claim 11 wherein the frictional pairing comprises a pair ofinterconnected cogs.
 13. The ventilation unit of claim 11 furthercomprising a guide rail connecting the carrier to the first component.14. The ventilation unit of claim 13 wherein the guide rail isconfigured to cause the carrier to execute an epicycloid movement sothat in a first displacement condition only a first set of closuresurfaces of the first and second components lie on one another, in asecond displacement condition only a second set of closure surfaces ofthe first and second components lie on one another, and in a thirddisplacement condition, lying between the first and second displacementconditions, closure surfaces from the first and second sets lie on oneanother.